Roof-top autonomous vehicle control system

ABSTRACT

A novel roof-top autonomous vehicle control system for converting a non-autonomous vehicle into an autonomous vehicle includes a weatherproof housing that removably attaches to the roof of a host vehicle. The housing supports modular attachment of various sensors, receivers, computers, and other electrical components that can be installed, removed, and/or interchanged without disrupting the initial calibration thereof. In a particular embodiment, various internal electrical components of the system are mounted on a tray which can be mounted in, and removed from, the housing without disrupting the initial calibration of the various sensors. In a more particular embodiment, the housing includes a plurality of removable panels and windows that provide access to the inside of the housing.

CROSS-REFERENCE TO RELATED APPLICATIONS

This application claims the benefit of U.S. Provisional PatentApplication Ser. No. 62/824,736, filed on Mar. 27, 2019 by at least onecommon inventor and entitled “Roof-Top Autonomous Vehicle System”, whichis incorporated by reference herein in its entirety.

BACKGROUND OF THE INVENTION Field of the Invention

This invention relates generally to automobiles, and more particularlyto autonomous automobiles.

Description of the Background Art

Autonomous vehicle technology is currently on the rise. Rather thantransforming existing non-autonomous models into fully autonomousvehicles, automotive companies are slowly adding more and more low levelautonomous systems to existing models. The end goal is to ultimatelycreate fully autonomous vehicles that require little to no input from adriver.

Many perfectly functioning automobiles on the road today were designedand manufactured before autonomous systems were a feasible option.Consequently, these vehicles cannot take advantage of the benefitsoffered by autonomous systems, without significant modification. Anotherchallenge with the state-of-the-art is that autonomous systems aretypically an integral part of the vehicle. As a result, consumers cannotremove such systems from the vehicle. In addition, when integratedwithin a vehicle, it is a challenge to get the best performance frommany of the components (e.g., optical sensors, antennas, lights, etc.)of the autonomous system. This also creates the problem of having todesign different custom parts (e.g., roof structures, body structures,roof mounts, etc.) for every different vehicle model, or requiresinvasive modifications of existing models.

What is needed, therefore, is a system for converting a non-autonomousvehicle into an autonomous vehicle. What is also needed is an autonomoussystem that is removable from a vehicle and leaves the vehicle in itsoriginal state (e.g., no noticeable signs of prior modification). Whatis also needed is an autonomous system that can be interchanged betweendifferent automobile models. What is also needed is a modular autonomoussystem.

SUMMARY

The present invention overcomes the problems associated with the priorart by providing a means of converting a non-autonomous vehicle to anautonomous vehicle. The invention facilitates converting a wide varietyof non-autonomous vehicles to autonomous vehicles, without significantlymodifying the vehicles. Among other advantages, the ability to convertnon-autonomous vehicles to autonomous vehicles, without significantlymodifying the vehicles, makes it much more practical to loan/rentautonomous control systems, when an autonomous vehicle is required for alimited period of time.

An autonomous vehicle control system for converting a hostnon-autonomous vehicle to an autonomous vehicle is disclosed. Theexample autonomous vehicle control system includes a housing, a set ofsensors, an electronic control system, and an interface. The housingincludes a mount, which is configured to removably attach the housing tothe exterior of a host vehicle. The set of sensors is coupled to thehousing. A first sensor of the set of sensors is configured to sense atleast one physical aspect of the host vehicle's driving environment andto provide sensor output corresponding to the at least one physicalaspect of the host vehicle's driving environment. The electronic controlsystem is disposed in the housing and is configured to receive thesensor output and to generate vehicle control instructions based atleast in part on the sensor output. The interface is configured tocommunicate the vehicle control instructions from the electronic controlsystem to a control module of the host vehicle. The vehicle controlinstructions are configured to control movement of the host vehicle.

A particular example autonomous vehicle control system additionallyincludes a tray. In the example systems, the tray is configured to beremovably mounted in the housing, and the electronic control system ismounted to the tray. The electronic control system remains mounted tothe tray when the tray is removed from the housing. The first sensor canbe a LiDAR sensor, and the first sensor can remain mounted to thehousing when the tray is removed from the housing. As another example,the first sensor can be a camera, and the first sensor can remainsmounted to the tray when the tray is removed from the housing.

In an example system, the autonomous vehicle control system is a modularsystem having at least one physical interface configured to receive aplurality of different sensors. For example, a first sensor can be aLiDAR sensor, and a second sensor can be a camera.

In addition, the example autonomous vehicle control systems can furtherinclude an antenna set mounted to the housing and electricallyconnectable to the electronic control system. The antenna set caninclude one or more positioning antennas and one or more communicationsantennas.

In an example autonomous vehicle control system, the mount includes aplurality of legs (sometimes referred to herein as arms) extendingoutward and downward from a central portion of the housing to suspendthe housing over the roof-top of the host vehicle. The mount isadjustable to facilitate mounting the housing on a plurality ofdifferent vehicle models.

An example autonomous vehicle control system can additionally include awireless communication device and a positioning device. The electroniccontrol system can be configured to wirelessly communicate with controlsystems of other autonomous vehicles and/or a trafficcontrol/information system.

Features of the present invention bring the benefits of autonomousmobility to reality faster, by enabling low-speed, self-driving, firstand last-mile use cases to solve the real-world problems of today.Examples include, but are not limited to, mobility for elderly people,last-mile connectivity from transit stations, and night-time safe ridesfor university students.

Test vehicles currently utilize, for example, rooftop structures builtfrom 80/20 T-slotted aluminum extrusions, mounted to standard Yakimaroof rack feet. These initial structures have been helpful in gatheringinitial data, but early example systems have limitations. Therefore, aroof-mounted sensor unit which not only addresses the currentlimitations, but also allows for scalability in the near future, hasbeen developed.

An industrial design concept has been created for a roof-mounted sensorunit that serves the purpose of mounting sensors, antennas, lights, andcameras. Additionally, the sensor unit provides a waterproof enclosedarea that electronics associated with sensing can be housed andsupported. The sensor unit can be structurally mounted to, for example,a Ford Fusion vehicle at four points using standard Yakima rack feetalong the left and right edges of the roof. The sensor unit was designedto carefully avoid blocking the LiDAR paths, and is also anaesthetically pleasing design element of the autonomous vehicle and iscomplementary to product styling.

The present invention overcomes the problems associated with the priorart by providing a single universal autonomous system having severalmodular elements that can be exchanged and adapted to accommodatemultiple vehicle models. The system includes, but is not limited to,sensors, computer(s), networking capabilities, power supplies, and soon.

In one embodiment of the present invention, the autonomous systemincludes a main body enclosure, a modular gear tray inside, three sensormounts on top, and four modular arms that each hold a sensor mount andconnect to the vehicle via clasps. The arms, the sensor mounts, and theclasp connections can be switched and, therefore, adapt to any kind ofsensor or automobile. The gear tray can be taken out as a whole andwithout removing the system from the vehicle roof.

The whole outer shell, including the arms and the sensor mounts, is madeof aluminum with a transparent window in the front and back of the mainunit. The system is waterproof and includes rubber gaskets at everyjoint that seal it against any water entry when the separate parts ofthe shell are fastened together with the corresponding screws. Thetransparent window in the front and back of the main unit is sealedusing gaskets and secured by retaining clips on the top, side and thebottom. The rear window includes openings permitting the passage ofcables coming in and out of the unit. The unit is further protected bywater using cable glands positioned at the cable window interface. Thetwo sides of the main unit can be customized to hold a company's nameand logo as well as additional electronics. Also, additional cameras canbe added to the side and rear panels. All exterior components and panelsare designed to be aesthetically pleasing as well as minimize drag andreduce wind noise.

Each of the four arms is connected to the main body via four bolts andcan be taken off and interchanged for longer/shorter versions to adjustto the width of different vehicles. The sensor mounts at the end of eacharm are secured via bolts through the arm (universal connection) andpossess a modular mount for the sensor that can be switched according tothe kind of sensor being used. The sensor mount has two pins to alignthe sensor and ensure its correct orientation as well as maintaincalibration upon removal and reinstallation. The bolt to secure thesensor in place is inserted through the middle of the sensor mount.Also, the sensor mounts facilitate adjustment of the sensors, so thesensors can be pitched +/−15 degrees from the nominal orientation. Thetwo front arms are designed to hold LiDAR sensors. The rear arms holdtwo antennas (for GPS, LTE, Wi-Fi and/or Bluetooth). Each arm has at itsend a modular adapter part that is removably attachable to the vehiclespecific clasp used to secure the system to the vehicle. As a result,the system can adapt to different vehicle types and roof dimensions.

To get hand access to the gear tray inside, there is a removable accesspanel on each of the two sides of the main unit that open up to theinterior. Alternatively, the top panels of the main unit can be takenoff in two parts. With the top panels removed, the gear tray can then betaken out in one piece and with all the electronics attached to it. Thisway, the equipment elements inside can be easily switched, and the geartray reinstalled without the sensors losing calibration.

The internal gear tray is reconfigurable and adjustable and can be takenout of the waterproof enclosure as a whole in order to replace partsmore easily and with the advantage of keeping everything else securelyin its place. Vibration and shock isolation are provided by rubberbushings under the mounting points of the gear tray. An air-coolingsystem through the rear legs and/or other parts of the enclosure (optionfans may be added) is also included. The electrical connection to aback-up computing system in the trunk of the vehicle is made possible bya set of cables coming out of the rear window of the main unit andentering the vehicle interior via a cable pass-through which alsocontains the stock aerial.

The gear tray is also made out of bent sheet aluminum. It consists of arectangular base sheet with bent up edges on the two longer sides. Twobrackets, one at the front and one at the back, support a top strut thatruns across the whole length of the gear tray. The top strut has threemodular sensor mounts, one LiDAR mount in the middle (height can beadjusted +/−5 inches) and 2 extra mounts for additional sensors(antennas for Wi-Fi, GPS, Bluetooth or LTE, or extra cameras) in thefront and back of it. On both sides of the base sheet in the front thirdpart are CPU support brackets that hold the computer in place which goesbelow the strut. Additionally, towards the rear and along the centerlineof the base sheet, there is an IMU/INS (inertial measurements/navigationunit/system) sensor mounted using three bolts to detect vehicle movementand orientation.

The front bracket supports the top strut and also holds a replaceablecamera mount with space for three cameras. The cameras are each fixed tothe mount via four bolts and the mount itself gets bolted onto thebracket with two bolts. The one-piece camera mount is changeable toallow customization for specific cameras or pitch changes for thecameras. The back bracket has a cut-out at the bottom to let cablesthrough cable glands, as well as a shelf further up which serves ascamera mount for one camera (replaceable and configurable as the one infront). Two side wing brackets help with the rear support of the topstrut. The left wing has two clamps attached to it (inside and outside)to hold ethernet switches, USB hubs or power buses. Below the top strutis a middle bracket which serves as a mounting area for additionalelectronic equipment, just as all other free surfaces of the gear tray.

The system is designed in such a way that installation, removal,maintenance, and modification have minimal impact on other parts withinthe system. It is, therefore, assembled in parts and modules that areeasily separable and accessible. All components of the unit withstandfunctional and durability testing on public roads.

BRIEF DESCRIPTION OF THE DRAWINGS

The present invention is described with reference to the followingdrawings, wherein like reference numbers denote substantially similarelements:

FIG. 1 is a front perspective view of an autonomous vehicle control unitmounted on the roof a hosting vehicle;

FIG. 2 is rear perspective view of the unit of FIG. 1 ;

FIG. 3 is a top view of the unit of FIG. 1 ;

FIG. 4 is a rear view of the unit of FIG. 1 ;

FIG. 5 is a side view of the unit of FIG. 1 ;

FIG. 6 is a front view of the unit of FIG. 1 ;

FIG. 7 is a top view of the unit of FIG. 1 ;

FIG. 8 is a side view of the unit of FIG. 1 ;

FIG. 9 is a table of example electronic components of the unit of FIG. 1;

FIG. 10 is a front perspective view of another example autonomousvehicle control unit;

FIG. 11 is a rear perspective view of the unit of FIG. 10 ;

FIG. 12 is a front perspective view of the unit of FIG. 10 with a toppanel removed;

FIG. 13 is a rear perspective view of the unit of FIG. 10 with a toppanel removed;

FIG. 14 is a front perspective view of the unit of FIG. 10 with both toppanels removed;

FIG. 15 is a rear perspective view of the unit of FIG. 10 with both toppanels and center strut removed;

FIG. 16 is a front perspective view of some electrical components of theunit of FIG. 10 ;

FIG. 17 is a rear perspective view of some electrical components of theunit of FIG. 10 ;

FIG. 18 is a top view of the electrical components of the unit of FIG.10 ; and

FIG. 19 is a block diagram of autonomous vehicle system showing anautonomous vehicle communicating with another autonomous vehicle and atraffic control system.

DETAILED DESCRIPTION

The present invention overcomes the problems associated with the priorart, by providing a shockproof and weatherproof autonomous unit that canbe universally mounted on the roof of various vehicles. In the followingdescription, numerous specific details are set forth (e.g., materials,specific geometries, configurations, etc.) in order to provide athorough understanding of the invention. Those skilled in the art willrecognize, however, that the invention may be practiced apart from thesespecific details. In other instances, details of well-knownmanufacturing practices (e.g., sheet metal forming, gasket forming,etc.) and autonomous vehicle components (e.g., computer programming,drive wire details, etc.) have been omitted, so as not to unnecessarilyobscure the present invention.

FIG. 1 shows a front perspective view of an autonomous vehicle controlunit 100, according to a first example embodiment of the presentinvention. In the example embodiment, unit 100 is shown removablymounted on a rooftop 102 of a hosting vehicle 104 by a set of fourfootings 106 which, in this example, are Yakima footings.

Unit 100 is a universal system that can be removed from vehicle 104 andmounted on a variety of different models. In this example, vehicle 104is originally a non-autonomous vehicle that is converted to anautonomous vehicle by unit 100 without permanently modifying vehicle104. Indeed, unit 100 may be removed from vehicle 104 thereby convertingit back to a non-autonomous vehicle. Unit 100 includes a plurality ofsensors that observe the surrounding driving environment (e.g., presenceof nearby moving and stationary vehicles, pedestrians, etc.), aplurality of receivers (e.g. antennas) that receive signals transmittedfrom remote sources (e.g., cell towers, other autonomous vehicle controlunits, GPS satellites, etc.), an onboard computer that generates vehiclecontrol instructions (e.g., braking, accelerating, turning, etc.)responsive to data acquired by the sensors and receivers, and aninterface that outputs the control instructions to the main computer ofthe host vehicle.

Unit 100 includes a fully weatherproof housing 108 supported by fourlegs 110 extending downward therefrom. Housing 108 provides structuralsupport and protection to various electrical components to which it iscoupled, including, but not limited to, a center light detection andranging (LiDAR) sensor 112, two side LiDAR sensors 114, a set of frontcameras 116, a first antenna assembly 118, and a second antenna assembly120. Center LiDAR sensor 112 is a Velodyne LiDAR 32C unit having a 5inch height adjustability. Each of LiDAR sensors 114 is a Velodyne LiDAR16 unit mounted on a respective one of front legs 110 at a pitch of 45degrees and with a pitch adjustability of +/−15 degrees. Cameras 116include one wide angle camera 122, and two narrow angle cameras 124.First antenna assembly 118 is a Swiftnav GPS antenna assembly having a150 degree sky line of sight. Second antenna assembly 120 is a 5-in-1antenna including two cellular/GSM antennas, two wifi antennas, and aGPS antenna.

FIG. 2 shows a rear perspective view of unit 100 mounted on rooftop 102of vehicle 104. As shown, each of the two rear legs 110 includes arespective mounting pad 200 for optionally mounting additional modularsensors such as, for example, LiDAR sensors, radar sensors, cameras,antennas, etc. Housing 108 further includes two removable side panels202 and a removable rear panel 204 that provide access into the internalregion of unit 100 where additional electrical and mechanical componentsare mounted.

FIG. 3 shows a top view of unit 100 mounted on rooftop 102 of vehicle104. As shown, housing 108 further includes removable top panels 300that provide access into the interior of unit 100. Unit 100 furtherincludes a cable pigtail 302 that facilitates the electrical connectionbetween unit 100 and a backup computing system in the trunk of vehicle104 and/or a drive wire of vehicle 104.

FIG. 4 shows a rear view of unit 100 mounted on rooftop 102 of hostingvehicle 104.

FIG. 5 shows a side view of unit 100 mounted on rooftop 102 of hostingvehicle 104.

FIG. 6 shows a front view of unit 100 mounted on rooftop 102 of hostingvehicle 104.

FIG. 7 is a top view of unit 100 showing internal components thereof ina “phantom” view. Unit 100 further includes a computer 700 andmiscellaneous electronics 702. Computer 700 is electrically connected tocontrol and communicate with electronics 702 and the various otherelectrical components of unit 100. Responsive to the input from thevarious sensors and commands received from local and/or remote interfacedevices, computer 700 provides control signals to vehicle 104, via cablepigtail 302 (FIG. 3 ) and the “drive wire” (not shown) of vehicle 104.

FIG. 8 is a side view of unit 100 showing internal components thereof in“phantom’ view.

FIG. 9 shows a table-A including various electrical components of unit100.

FIG. 10 shows a front perspective view of another example modularautonomous vehicle control unit 1000. Unit 1000 is configured to beuniversally and removably mounted on the rooftops of a wide variety ofvehicle models.

Unit 1000 includes a housing 1002, four legs 1004, four feet 1006, acenter LiDAR 1008, two front LiDARs 1010, a first antenna assembly 1012,a second antenna assembly 1014, and various internal electricalcomponents (visible in FIG. 16 ). Housing 1002 protects the internalcomponents of unit 1000 from elements such as moisture and debris.Housing 1002 is made up of a plurality of removable panels including twoside panels 1016, a rear panel 1018 (visible in FIG. 11 ), two toppanels 1020, and a front window 1022. In this example, front window 1022permits the passage of light but is impermeable to moisture, so as toprotect an underlying camera assembly without impeding itsfunctionality. Legs 1004 extend from housing 1002 to support and mountunit 1000 over the rooftop of an automobile. Each of feet 1006 isremovably mounted on the bottom of a respective one of legs 1004, tofacilitate the mounting of unit 1000 to the rooftop. In this example,feet 1006 are manufactured by Yakima. Center LiDAR 1008 is a Velodyne32C unit and both of front LiDARs 1010 are Velodyne LiDAR 16 units.First antenna assembly 1012 is a SwiftNav unit and second antennaassembly 1014 is a 5-in-1 antenna including two cellular/GSM antennas,two wifi antennas, and a GPS antenna. Unit 1000 further includes a setof hole-plugs 1024 that can be removed to access underlying universalelectrical and mechanical component receivers, which are configured toaccept modular components including, but not limited to, LiDAR units,cameras, radars, lights, etc.

FIG. 11 shows a rear perspective view of unit 1000. As shown, panel 1018includes a plurality of through-holes 1100 that permit the passage ofcables through housing 1002. The cables (not shown) facilitate theelectrical connection between internal components of unit 1000 and adrive/computing system of a host vehicle.

FIG. 12 shows a front perspective view of unit 1000 with one of toppanels 1020 removed to access the interior space 1200 of unit 1000, andplugs 1024 removed to access modular electrical/mechanical interfaces1202. As shown, panels 1020, interfaces 1202, and LiDAR 1008 aresupported on a central strut 1204.

FIG. 13 shows a rear perspective view of unit 1000 with one of toppanels 1020 removed to access the interior space 1200 of unit 1000.

FIG. 14 shows a front perspective view of unit 1000 with both of toppanels 1020 removed.

FIG. 15 shows a rear perspective view of unit 1000 with both of toppanels 1020, strut 1204, and LiDAR 1008 removed.

FIG. 16 shows a front perspective view of the various electricalcomponents of unit 1000. Many of the various electrical components ofunit 1000 are mounted on a tray 1600, which is mounted on a chassis1602. Tray 1600 is screwed to chassis 1602 with a plurality of resilientshock absorbing washers disposed therebetween. Tray 1600 and the variouselectrical components mounted thereon are, together, removable from unit1000 by unscrewing tray 1600 from chassis 1602 and then lifting tray1600 out of unit 1000.

The various electrical/electronic components include, but are notlimited to, a computer 1604, three electrical units 1606, a first camera1608, a second camera 1610, and a third camera 1612. Computer 1604 iselectrically connected to the various electrical systems of unit 1000through an interface panel 1614 adapted to receive connectors fromvarious sensor systems. Each of the three electrical units 1606 includesthe complementary electronics of a respective one of the three LiDARs1008 (top, center), 1010 (driver side), and 1010 (passenger side).Camera 1608 is a narrow angle camera, camera 1610 is a wide anglecamera, and camera 1612 is a low light camera (e.g., near infra red).

FIG. 17 shows a rear perspective view of the various electricalcomponents of unit 1000 mounted on tray 1600, including additionalcomponents not completely visible in FIG. 16 . The electrical componentsfurther include a rear camera 1700, an inertial navigation system (INS)1702, a CraddlePoint LTE unit 1704, a set of Netgear Ethernet switches1706, a SwiftNav electronics unit 1708, and a DC power bus 1710. Camera1700 is a rear facing wide angle camera. INS 1702 is mounted at acenterline of unit 1000 to measure pitch, tilt, and yaw. CraddlePointLTE unit 1704 is an internet modem. SwiftNav electronics unit 1708houses various electronic components for antenna assembly 1012. DC powerbus 1710 provides DC power to the various components of unit 1000.

FIG. 18 shows a top view of the various electrical components of unit1000. As shown, the various electronic components of unit 1000 furtherinclude a USB hub 1800. The connecting cables of unit 1000 are omittedfrom the drawings, so as not to unnecessarily obstruct the views of theother components.

FIG. 19 is a block diagram of autonomous vehicle system 1900 showing anautonomous vehicle communicating with another autonomous vehicle and atraffic control system 1902. More specifically, in this particularexample, vehicle control unit 100 ₁ on host vehicle 104 ₁ iscommunicating with vehicle control unit 100 _(n) on host vehicle 104_(n). However, it should be understood that either vehicle could be afully integrated autonomous vehicle, as opposed to a convertednon-autonomous vehicle.

Traffic control system 1902 is shown representationally as a “smarttraffic light.” However, it should be understood that traffic controlsystem 1902 can be embodied in a wide range of devices capable ofcommunicating with vehicle control units 100. Traffic control system1902 can be as simple as simple as a single device transmitting itscurrent state (e.g., signal light color, speed limit, etc.) or a widenetwork of hundreds of devices spanning miles of streets and highwayscommunicating any type of useful information (traffic conditions,weather conditions, emergency conditions, and so on) to any autonomousvehicles within range.

A positioning system 1904 provides positioning signals to control units100, which enable control units 100 to precisely determine their currentpositions. In addition, control units 100 can wirelessly communicatewith each other either directly or via a communications network 1906.Communication between autonomous vehicles will greatly improve safetyand efficiency of traffic flow, among other things. For example, onevehicle being informed of another vehicle's intention to make a lanechange could slow down to allow the lane changing vehicle into the lane.As another example, one vehicle can be informed that another vehicle infront of it intends to reduce speed. Virtually any useful informationcan be communicated between control units 100.

Overview of One Example Embodiment

1. Aesthetically matching with Vehicle and Application

-   -   Sensor unit, antennas and sensor mounts, and panels are designed        in such a way that is form fitting, color matching, and        attractive for use in marketing and demonstration purposes    -   Sensor unit exterior dimensions and form can conform to        industrial design and layout presented on FIGS. 1-6 .    -   Sensor unit exterior logo and paint scheme can conform to FIGS.        1-6 .

2. Components/Electronics to be mounted and supported

-   -   Sensor unit can mount to a 2018 Ford Fusion vehicle roof on the        left and right edges    -   Computer, LiDAR electronics, cameras, and electronics can be        mounted per FIGS. 7-8    -   Internal component mount and supports can be designed for        versatility and ease of reconfiguration    -   Cable harnesses from internal components can be routed and        bundled to exit the sensor unit at one rear location through a        waterproof cable gland    -   The sensor unit cable pigtail can be 2 ft in length and        connectorized

3. Modularity and Serviceability of components and subsystems

-   -   Assemblies are designed in parts/modules that are easily        separable and accessible    -   Parts are designed in such a way that installation, removal,        maintenance, and modification have minimal impact/changes on        other parts within the system    -   Sensors can retain calibration upon disassembly and reassembly        by using locating features such as dowel pins and bosses    -   Mounting feet can be easily separable/replaceable from the main        housing of the unit to accommodate changes in vehicle types and        roof dimensions

4. Scalability

-   -   Parts can to be designed for manufacturability using standard        shop processes    -   Components and modules are designed for low volume production        (less than 100)    -   Initial prototype quantity is two units sequentially with        learning on first unit applied to second unit.    -   Option of increasing production for high volume manufacturing

5. Reliability

-   -   Components are designed to withstand functional and durability        testing on public roads

6. Quality

-   -   Components are designed to use automotive rated parts and        materials where practical    -   Workmanship should conform to industry standards and spec TBD        (e.g., ISO26262, IPC 610)

7. Adjustability

-   -   Side LiDARs can have pitch adjustability of +/−15 degrees from        the nominal orientation    -   Center/top LiDAR height adjustability of +/−5 inches    -   Center/top LiDAR does not require pitch adjustability in some        embodiments

8. Loads

-   -   The sensor unit can withstand static, dynamic, aerodynamic, and        shock loads common to vehicles traveling 50 mph 90% of the time        with occasional highway driving at 75 mph around San Francisco        bay area    -   The sensor unit can withstand 2 years of testing without        structural failure    -   Safety factor of 2 can be used for design and calculations

9. Aerodynamic and low airflow noise

-   -   Exterior components and panels are designed to minimize drag and        reduce wind noise

10. Upgradability and Vehicle Agnostic

-   -   Ability to add cameras to side and rear panels    -   Ability to add display (e.g., LCD) to side panels    -   Able to switch out center LiDAR (or any other components) for        alternate supplier (pandar 40)    -   Future upgradability to other vehicles (e.g., Chrysler Pacifica,        etc.). Sensor unit main “housing” can remain unchanged while        mounting leg/arm can be vehicle specific

The description of particular embodiments of the present invention isnow complete. Many of the described features may be substituted, alteredor omitted without departing from the scope of the invention. Forexample, alternate object detection devices (e.g. radar), may besubstituted for the LiDARs. As another example, alternate modularsensors (e.g., LiDAR, radar, camera, etc.) may be added to interfaces1202. These and other deviations from the particular embodiments shownwill be apparent to those skilled in the art, particularly in view ofthe foregoing disclosure.

We claim:
 1. An autonomous vehicle control system for converting a hostnon-autonomous vehicle to an autonomous vehicle, said autonomous vehiclecontrol system comprising: a housing including a mount, said mount beingconfigured to removably attach said housing to the exterior of a hostvehicle; a set of sensors coupled to said housing, a first sensor ofsaid set of sensors being configured to sense at least one physicalaspect of said host vehicle's driving environment and to provide sensoroutput corresponding to said at least one physical aspect of said hostvehicle's driving environment; an electronic control unit disposed insaid housing, said electronic control unit being configured to receivesaid sensor output and to generate vehicle control instructions based atleast in part on said sensor output; a hardware communications interfaceconfigured to communicate said vehicle control instructions from saidelectronic control system to a control module of said host vehicle, saidvehicle control instructions configured to control movement of said hostvehicle; and a tray; and wherein said tray is configured to be removablymounted in said housing; said electronic control unit is mounted to saidtray; said electronic control unit remains mounted to said tray whensaid tray is removed from said housing; and said first sensor remainsmounted to said housing when said tray is removed from said housing;said housing is attached to said vehicle via said mount; said firstsensor is fixed to said vehicle via said housing and said mount; andsaid housing facilitates the removal of said tray with said electroniccontrol unit mounted thereon without changing a position of said firstsensor with respect to said vehicle.
 2. The autonomous vehicle controlsystem of claim 1, wherein said first sensor is a LiDAR sensor.
 3. Theautonomous vehicle control system of claim 1, including a second sensor,and wherein said second sensor remains mounted to said tray when saidtray is removed from said housing.
 4. The autonomous vehicle controlsystem of claim 3, wherein said second sensor is a camera.
 5. Theautonomous vehicle control system of claim 1, wherein said autonomousvehicle control system is a modular system having at least one physicalinterface configured to receive a plurality of different sensors.
 6. Theautonomous vehicle control system of claim 1, wherein said first sensoris a LiDAR sensor.
 7. The autonomous vehicle control system of claim 6,wherein: said set of sensors further includes a second sensor; and saidsecond sensor is a camera.
 8. The autonomous vehicle control system ofclaim 7, further comprising an antenna set mounted to said housing andelectrically connectable to said electronic control unit.
 9. Theautonomous vehicle control system of claim 6, further comprising anantenna set mounted to said housing and electrically connectable to saidelectronic control unit.
 10. The autonomous vehicle control system ofclaim 1, further comprising an antenna set mounted to said housing andelectrically connectable to said electronic control unit.
 11. Theautonomous vehicle control system of claim 10, wherein said antenna setincludes: a positioning antenna; and a communications antenna.
 12. Theautonomous vehicle control system of claim 1, wherein said first sensoris a camera.
 13. The autonomous vehicle control system of claim 1,wherein said mount includes a plurality of legs extending outward anddownward from a central portion of said housing to suspend said housingover the roof-top of said host vehicle.
 14. The autonomous vehiclecontrol system of claim 1, wherein said mount is adjustable tofacilitate mounting said housing on a plurality of different vehiclemodels.
 15. The autonomous vehicle control system of claim 1, whereinsaid electronic control unit further includes a wireless communicationdevice.
 16. The autonomous vehicle control system of claim 1, whereinsaid electronic control unit further includes a positioning device. 17.The autonomous vehicle control system of claim 1, wherein saidelectronic control unit is configured to wirelessly communicate withcontrol systems of other autonomous vehicles.
 18. The autonomous vehiclecontrol system of claim 1, wherein said electronic control unit isconfigured to wirelessly communicate with a traffic control system. 19.The autonomous vehicle control system of claim 1, further comprisingsaid vehicle, and wherein: said housing is attached to said vehicle viasaid mount; said first sensor is fixed to said vehicle via said housingand said mount; and said tray with said electronic control unit mountedthereon is removed from said housing and, thereby, disconnected fromsaid vehicle.
 20. The autonomous vehicle control system of claim 1,wherein: said housing includes at least one removable panel and a frame,said frame being disposed in a second position with respect to saidvehicle; said at least one removable panel is configured to be removedfrom said housing to provide access to said tray while maintaining saidsecond position of said frame with respect to said vehicle; and saidfirst sensor is fixed to said housing via said frame.
 21. The autonomousvehicle control system of claim 1, wherein: said housing defines aninternal volume and an exterior surface; said tray is disposed withinsaid internal volume; and said first sensor is fixed to said exteriorsurface of said housing.